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Thread: Sniper with MSD 6A & MSD Distributor.

  1. #1

    Default Sniper with MSD 6A & MSD Distributor.

    I have an older MSD 6A box with an MSD distributor on my 1967 Ford 289 (which has a Sniper system on top). The distributor was previously locked out, as it was used for racing, and the vacuum advance does nothing. I've attached pictures of the distributor, is this one I can use to have the Sniper control timing? Just trying to decide if I can have the Sniper control timing with this distributor or if I need to buy a HyperSpark. I apologize for the somewhat vague question, as I'm trying to sort out what was done by the previous owner and how to best move forward. Thanks, Dan
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  2. #2

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    It's very difficult to get the MSD to work properly with the Sniper. It can be done, but by the time you figure it out, you'll wish you had just bought the HyperSpark distributor.

  3. #3
    Join Date
    Dec 2009
    Location
    Connecticut
    Posts
    22,977

    Default

    In my opinion, if a Holley EFI user isn't familiar with the Magnetic Ignition Type "Minimum Signal Voltage" &
    "Filtering" parameters (in System Parameters/Custom Ignition Parameters), then they have no business using
    VR/magnetic pickup type crank & cam sensors. This is the problem with using magnetic pickup type sensors,
    there's more tuning work/adjustment involved. Hall-Effect sensors are "set & forget", very easy to use.

    The more robust Hall-Effect sensors are preferred because they're not susceptible to EMI/RFI interference/noise,
    and their digital square-wave signal strength is consistent, regardless of RPM (unlike the VR magnetic sine-wave).
    Also, the VR magnetic pickup signal is weaker at cranking speeds.

    Another problem with using VR Magnetic sensors, is there's more tuning work. Hall-Effect is "set & forget".
    The VR Magnetic Sensor Type "Filtering" & "Minimum Signal Voltage" parameters need to be programmed.
    http://documents.holley.com/199r10676rev.pdf (Magnetic Crank/Cam Input Filtering Parameters, Page 2)
    http://forums.holley.com/showthread....4450#post54450 (Example: Wrong Magnetic Parameters, Post #25)

    Hall-Effect: 3-wire, square wave signal (digital), pulse generation
    VR Magnetic: 2-wire, sine wave signal (inductive), voltage generation
    http://www.electronicproducts.com/El...g_for_you.aspx (Hall-Effect vs VR Magnetic)
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: 385" SBF, Dart SHP 8.2 block, TFS TW 11R 205 heads, 11.8:1 comp, TFS R-Series intake, Dominator MPFI & DIS, 36-1 crank trigger/1x cam sync, 160A 3G alternator, Optima Red battery, A/C, 100HP progressive dry direct-port NOS, Spal dual 12" fans/3-core Frostbite aluminum radiator, Pypes dual 2.5" exhaust/off-road X-pipe/shorty headers, S&W subframe connectors, LenTech Strip Terminator wide-ratio AOD/2800 RPM converter, M4602G aluminum driveshaft, FRPP 3.31 gears, Cobra Trac-Lok differential, Moser 31 spline axles, '04 Cobra 4-disc brakes, '93 Cobra booster & M/C, 5-lug Bullitt wheels & 245/45R17 tires.

  4. #4

    Default

    Yep, I'm just going to buy the HyperSpark. Do I really need the HyperSpark EFI ignition box? I thought the Sniper would handle all that for me. This is for an old Ford Bronco that isn't supposed to be high performance. I just care about it starting up and running clean every day. If the HyperSpark distributor in conjunction with the Sniper will accomplish that, sweet. I'd love to be able to remove old parts and pieces that aren't really needed. Thanks, Dan

  5. #5
    Join Date
    Dec 2009
    Location
    Connecticut
    Posts
    22,977

    Default

    I always recommend using a CD ignition box with distributor type ignition systems. Here's why: LINK.
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: 385" SBF, Dart SHP 8.2 block, TFS TW 11R 205 heads, 11.8:1 comp, TFS R-Series intake, Dominator MPFI & DIS, 36-1 crank trigger/1x cam sync, 160A 3G alternator, Optima Red battery, A/C, 100HP progressive dry direct-port NOS, Spal dual 12" fans/3-core Frostbite aluminum radiator, Pypes dual 2.5" exhaust/off-road X-pipe/shorty headers, S&W subframe connectors, LenTech Strip Terminator wide-ratio AOD/2800 RPM converter, M4602G aluminum driveshaft, FRPP 3.31 gears, Cobra Trac-Lok differential, Moser 31 spline axles, '04 Cobra 4-disc brakes, '93 Cobra booster & M/C, 5-lug Bullitt wheels & 245/45R17 tires.

  6. #6

    Default

    So I installed the HyperSpark.
    Original setup had the Purple/Green combo wire from the 7-pin connecting to the 'Tach output' from the MSD 6A. There was a Purple/green combo coming out of the 6A box that connected to the distributor.

    New setup - connect the Purple/Green from the 7-pin Sniper connector to the HyperSpark Distributor 3-pin connector. Also, connect the switched +12V to the pink wire from the 3-pin connector from the HyperSpark.

    When I tried to fire it up, no spark. I could not figure out what I didn't hook up after re-reading the instructions. I also couldn't figure out how the MSD is suppose to know to fire the coil. I ended up connecting the coil driver from the Sniper and she started right up. She's also running extremely well with just the standard coil driver. Before I pull out all the MSD 6A ignition box, did I miss a basic step in the setup to utilize the 6A?

  7. #7

    Default

    Sounds like you didn't follow the instructions for hooking up a CD box when controlling timing. Where did the white wire go?

  8. #8

    Default

    And did you change the Ignition Type to Sniper Distributor in the software System Parameters?
    69 Camaro
    400 SBC, ProCharger D1SC

  9. #9

    Default

    Here's a good wiring diagram for an MSD ignition box and HyperSpark distributor installation. Courtesy of EFI System Pro:
    Click image for larger version. 

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  10. #10

    Default

    Yep. I never hooked up the white wire to the MSD, it was previously being triggered by the Purple/Green coming out of the distributor.

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